Detailed Description
Various embodiments of the present invention are described in detail below with reference to the accompanying drawings.
Fig. 1 shows a schematic architectural diagram of a system for automatic vehicle braking parking according to an embodiment of the present invention. As shown in fig. 1, the system 100 for automatically braking a vehicle to stop may include a sensor 20, a pressure unit 30, and an automatic brake control unit 40. The automatic brake control unit 40 is connected to the sensor 20 and the pressure unit 30 by wire or wirelessly, respectively. Here, it is assumed that the system 100 is mounted on a vehicle. The automatic brake control unit 40 may be, for example, but not limited to, an anti-lock brake system controller, an electronic parking brake controller, an Automatic Emergency Brake (AEB) system controller, or any other suitable existing or newly added controller of the vehicle, etc.
The sensor 20 is used to sense the travel of a brake pedal and/or an accelerator pedal (not shown) of the vehicle.
The pressure unit 30 serves to generate a braking pressure to be supplied to a wheel cylinder ZDL of the vehicle so that the wheel cylinder ZDL brakes wheels of the vehicle. For example, the pressure unit 30 may generate the brake pressure by pushing the brake fluid using a motor.
The automatic brake control unit 40 performs automatic brake control of the vehicle according to a preset condition. For example, the AEB system controller detects the distance to the leading vehicle by using the vehicle-mounted radar, analyzes the distance by an Electronic Control Unit (ECU) of the vehicle, gives an alarm to the driver according to different distances and speeds, and if the driver does not have any response after the alarm is given, the AEB system starts automatic brake control, namely, automatically intervenes in the brake system of the vehicle when the safe distance is less than a predetermined range, thereby reducing the collision probability with the leading vehicle/person. When the automatic brake control unit 40 automatically brakes the vehicle to decelerate the vehicle, it may be determined whether or not the vehicle needs to be braked comfortably for parking the vehicle, depending on whether or not the deceleration of the vehicle is within the specified deceleration range R, and when the determination is affirmative, the pressure unit 30 is instructed to generate the specified brake pressure S1, or the pressure unit 30 is caused to generate the reduced specified brake pressure by drawing a part of the brake fluid from the pressure unit 30; the designated brake pressure is smaller than the brake pressure preset by the started automatic brake control of the vehicle and can enable the vehicle to enter a stop state, so that the process from automatic brake to stop is more stable, and the range of the jerking motion of the vehicle is reduced. When it is determined that the vehicle does not need to be braked comfortably for parking, the pressure unit 30 is still instructed to generate a predetermined brake pressure according to the activated automatic braking process of the vehicle.
According to an embodiment of the present invention, when the sensor 20 detects that the brake pedal or the accelerator pedal of the vehicle is stepped on, which indicates that the driver is operating the vehicle, the automatic brake control unit 40 may terminate its control function to allow the driver to take over the vehicle operation right.
According to an embodiment of the present invention, the vehicle automatic braking unit 40 may be implemented by, for example, but not limited to, at least one of the following systems: electronic Stability Program (ESP) systems, intelligent boosters (iBooster) for vehicle braking, intelligent integrated brake (IPB) systems and their redundant brake systems (RBU), so that these automatic brake systems have a comfortable brake parking function.
The system of the embodiment of the invention may support all automatic braking functions of braking the vehicle to a stop, including for example automatic braking functions in ACC (adaptive cruise control), AEB (automatic emergency braking), ADAS (advanced driving assistance system), vehicle automatic driving systems, etc.
FIG. 2 illustrates a general flow diagram of a method for automatically braking a vehicle to a stop, according to an embodiment of the invention. The method 200 shown in FIG. 2 is described in detail below in conjunction with the system 100 shown in FIG. 1.
As shown in fig. 2, in step 202, vehicle automatic braking control is started under predetermined conditions so that the vehicle is automatically braked to run at a reduced speed. In step 204, the automatic brake control unit 40 determines whether the vehicle needs to be stopped with a comfortable brake, based on the deceleration running condition of the vehicle, such as whether its deceleration is within the specified deceleration range R, and whether the speed of the vehicle during the deceleration running is lower than a predetermined vehicle speed (e.g., 5 km/h). The specified deceleration range R may be, for example, but not limited to, greater than-5 m/s2And less than-1 m/s2. The deceleration of the vehicle may be obtained, for example, but not limited to, from an accelerometer of the vehicle. Here, if it is determined that the deceleration of the vehicle is within the specified deceleration range R and, at the same time, the vehicle speed of the vehicle during deceleration running is lower than the predetermined vehicle speed (Y), it is indicated that the vehicle needs to be subjected to a comfort-braking stop, and, if the deceleration of the vehicle is outside the specified deceleration range R or, at the same time, the vehicleAnd if the speed of the vehicle in the process of deceleration running is higher than the preset speed (N), the vehicle does not need to be braked and stopped comfortably, and the automatic braking control of the vehicle is continued.
If the result of the determination of step 204 is negative (N), i.e., the vehicle does not need to be stopped with comfort braking, the automatic brake control of the vehicle is continued, and the automatic brake control unit 40 instructs the pressure unit 30 to generate a predetermined corresponding brake pressure in accordance with the activated automatic brake control of the vehicle.
If the result of the determination of step 204 is positive (Y), i.e., the vehicle requires a comfort brake stop, then it may jump to step 214 to initiate comfort brake stop control and autobrake control unit 40 may instruct pressure unit 30 to generate a designated brake pressure S1, where designated brake pressure S1 is less than the corresponding brake pressure predetermined by the initiated vehicle autobrake control.
According to another embodiment of the present invention, when it is determined in step 204 that the vehicle needs to perform the comfort brake parking, a distance between the vehicle and a front obstacle may be detected using an in-vehicle sensor (e.g., an in-vehicle radar or a camera) (step 210), and whether to activate the comfort brake parking control is determined based on the distance to the front obstacle and the current operating conditions of the vehicle (e.g., the current vehicle speed, the braking distance, etc.) (step 212). When it is determined in step 212 that the distance to the preceding obstacle and the current operating state of the vehicle allow for a comfort brake stop (Y), for example, the distance to the preceding obstacle is long enough and the operating state of the vehicle can meet the need for a comfort brake stop control, the comfort brake stop control is turned on (step 214). When the step 212 judges that the distance between the vehicle and the front obstacle and the current working state of the vehicle do not allow comfortable braking and parking (N), the automatic braking control of the vehicle is continued to ensure that the vehicle does not collide with the front obstacle when the automatic braking and parking are carried out; during the automatic braking process of the vehicle, the vehicle-mounted sensor can still continuously monitor the distance between the vehicle and the front obstacle, which is changed constantly, for feedback control. The comfort brake stop control is activated once the distance to the preceding obstacle is detected and the current operating state of the vehicle allows for comfort brake stop.
According to an embodiment of the present invention, the active comfort brake park control includes: the pressure unit 30 for generating brake pressure in the vehicle is instructed to generate a designated brake pressure that gradually decreases and to finally maintain the generated designated brake pressure at a pressure necessary to stop the vehicle so that the vehicle speed of the vehicle gradually decreases and finally enters a stopped state very smoothly. If the vehicle is not stopped all the time or an obstacle suddenly appears in front, feedback control may be performed to instruct the pressure unit 30 to generate increased braking pressure.
According to an embodiment of the present invention, the specified brake pressure generated by the pressure unit 30 is generated by one of the following operations during the comfort brake parking control: a first operation of instructing the pressure unit 30 to generate a specified braking pressure to be supplied to the brake cylinders of the vehicle; alternatively, the second operation causes the pressure unit 30 to generate a reduced designated brake pressure by drawing a portion of the brake fluid from the pressure unit 30. The generated specified braking pressure may be less than the braking pressure predetermined by the automatic braking control of the vehicle to make the braking process more smooth. The first operation is a manner of generating the brake pressure by instructing the pressure unit of the vehicle, noise and vibration are not generated, and the brake pressure is smoother. These two operations may be applied to different pressure units. For example, IPB systems and intelligent boosters (iboorster) are adapted to perform a first operation; an Electronic Stability Program (ESP) system and a Redundant Brake Unit (RBU) are adapted to perform a second operation.
According to an embodiment of the present invention, after the comfort brake stop control is turned on, it may be determined whether the vehicle has stopped according to the vehicle speed of the vehicle (step 216). If the vehicle is judged to be stopped (Y), the automatic parking control of the vehicle is started to enable the vehicle to automatically keep a static state (step 218), for example, the vehicle automatically starts four-wheel braking when waiting for traffic lights or parking on an uphill or downhill, and the vehicle is always in the static state after parking without using a hand brake or an electronic hand brake. If it is determined that the vehicle has not stopped (N), the comfort brake park control may continue until the vehicle comes to a stationary stop. The automatic parking control of the vehicle includes, but is not limited to, an Electronic Parking Brake (EPB) system, an automatic parking brake (AVH) system, a P-range Lock (P-Lock), and the like.
Fig. 3 shows a schematic view of a device 300 for automatic braking of a vehicle according to an embodiment of the invention. As shown in fig. 3, the apparatus 300 includes: the braking module 310 is used for automatically braking the vehicle to enable the vehicle to run at a reduced speed; a first determination module 320 for determining whether the vehicle needs to be braked and stopped comfortably based on a deceleration running condition (such as deceleration, or speed) of the vehicle; and a control module 330, configured to, when the first determination module 320 determines that the vehicle needs to perform the comfort brake parking control, the control module 330 starts the comfort brake parking control for the vehicle. The first determination module 320 may be connected to various on-board sensors, such as an accelerometer, for detecting the driving condition of the vehicle. When the deceleration of the vehicle is within a specified deceleration range (e.g., greater than-5 m/s)2And less than-1 m/s2) When the speed of the vehicle is lower than a predetermined speed (e.g., 5 km/h), the first determining module 320 determines that the vehicle needs to be braked comfortably for parking, and the control module 320 then starts a comfort brake parking control for the vehicle.
Fig. 4 shows a schematic view of a device 400 for automatic braking of a vehicle according to another embodiment of the invention. In the apparatus 400 of this embodiment, in addition to including the braking module 410, the first determining module 420, and the control module 430 similar to those of the apparatus 300 of fig. 3, the apparatus 400 may further include: a distance detection module 460 (e.g., a vehicle-mounted radar or a camera) for detecting a distance between the vehicle and a front obstacle when the first judgment module 420 judges that the vehicle needs to be braked and stopped comfortably; a second determining module 440 for determining whether to initiate a comfort brake stop control for the vehicle based on the detected distance to the preceding obstacle and the current operating condition of the vehicle. When the second determination module 440 determines that the comfort brake parking control for the subject vehicle can be turned on, the control module 430 controls the brake module 410 to turn on the comfort brake parking control for the vehicle.
The apparatus 400 may further comprise: a third judging module 450, configured to judge whether the vehicle has stopped according to the vehicle speed of the vehicle; if the third determination module 450 determines that the vehicle has stopped, the control module 430 turns on the automatic parking control of the vehicle to automatically maintain the vehicle in a stationary state.
It should be understood that the first determining module 320 and the control module 330 in the apparatus 300 shown in fig. 3, and the first determining module 420, the control module 430, the second determining module 440 and the third determining module 450 in the apparatus 400 shown in fig. 4 can be implemented by software, hardware or a combination of software and hardware; these modules may also be provided in the autobrake control unit 40 as shown in fig. 1 or any other suitable device on the vehicle.
FIG. 5 shows a schematic diagram of a controller according to an embodiment of the invention. As shown in fig. 5, the controller 500 includes a memory 502 and a processor 504. The memory 502 has stored thereon executable instructions that, when executed, cause the processor 504 to perform the method for automatic vehicle braking parking as described in the embodiments above.
Embodiments of the present invention may also provide a machine-readable storage medium having stored thereon executable instructions that, when executed, cause a machine to perform the method for automatically braking a vehicle to a stop as described in the above embodiments.
The previous description of the disclosure is provided to enable any person skilled in the art to make or use the disclosure. Various modifications to the disclosure will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other variations without departing from the scope of the disclosure. Thus, the disclosure is not intended to be limited to the examples and designs described herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.